Electric drive controller adaptation to through-the-road (TTR) coupled primary engine and/or operating conditions

ABSTRACT

Through-the-road (TTR) hybrid designs using control strategies such as an equivalent consumption minimization strategy (ECMS) or adaptive ECMS are implemented at the supplemental torque delivering electrically-powered drive axle (or axles) in a manner that follows operational parameters or computationally estimates states of the primary drivetrain and/or fuel-fed engine, but does not itself participate in control of the fuel-fed engine or primary drivetrain. On vehicle adaptation of BSFC type data for paired-with fuel-fed engine allows an ECMS implementation (or other similar control strategy) to refine efficiency curves for the particular fuel-fed engine and/or operating conditions in a manner that can improve overall efficiencies of a TTR hybrid configuration.

RELATED APPLICATIONS

The present application claims priority of U.S. Provisional ApplicationNo. 62/612,557, filed Dec. 31, 2017

The present application is also related to (i) U.S. application Ser. No.15/721,345, filed Sep. 29, 2017, entitled “VEHICLE ENERGY MANAGEMENTSYSTEM AND RELATED METHODS” and naming Thomas Joseph Healy, Wilson Saand Morgan Culbertson as inventors, (ii) U.S. application Ser. No.16/237,032, filed on even date herewith, entitled “SUPPLEMENTAL ELECTRICDRIVE WITH PRIMARY ENGINE RECOGNITION FOR ELECTRIC DRIVE CONTROLLERADAPTATION” and naming Roger Richter, Jamie Noland and Morgan Culbertsonas inventors, and (iii) U.S. application Ser. No. 16/237,078, filed oneven date herewith, entitled “ON-VEHICLE CHARACTERIZATION OF PRIMARYENGINE WITH COMMUNICATION INTERFACE FOR CROWDSOURCED ADAPTATION OFELECTRIC DRIVE CONTROLLERS” and naming Roger Richter, Jamie Noland andMorgan Culbertson as inventors. Each of the foregoing applications isincorporated herein by reference.

BACKGROUND Field of the Invention

The invention relates generally to hybrid vehicle technology, and inparticular to systems and methods to adapt control strategies for anelectric drive axle to particular fuel-fed engine configurations withwhich the electric drive axle is paired in a through-the-road (TTR)hybrid configuration.

Description of the Related Art

The U.S. trucking industry consumes about 51 billion gallons of fuel peryear, accounting for over 30% of overall industry operating costs. Inaddition, the trucking industry spends over $100 billion on fuelannually, and the average fuel economy of a tractor-trailer (e.g., an18-wheeler) is only about 6.5 miles per gallon. For trucking fleetsfaced with large fuel costs, techniques for reducing those costs wouldbe worth considering.

Hybrid technology has been in development for use in the truckingindustry for some time, and some trucks that exploit multiple powersources have entered the market. However, existing systems are generallyfocused on hybridizing the primary engine and drivetrain of a heavytruck or tractor unit, while any “dead” axles on truck, tractor unit orattached trailer remain a passive load. Thus, the extent to which fuelefficiency of a trucking fleet may be improved using these technologieshas been limited to the fuel efficiencies obtained from improvement ofthe primary engine and drivetrain itself and the in-fleet adoption ofsuch technologies. As such, conventional applications of hybridtechnologies generally presume a fixed pairing of fuel-fed andelectrical power sources, wherein a unitary control strategy blendsmotive torque from the respective power sources and delivers one, theeither or both through a unified drivetrain.

Given the large numbers of heavy trucks and tractor units already inservice and their useful service lifetimes, the improved hybriddrivetrains that are candidates for introduction in new vehicles wouldonly address a small fraction of existing fleets. Improved techniques,increased adoption and new functional capabilities are all desired. Inparticular, techniques that allow (i) the pairing of an electric driveaxle (or axles) with a diverse set of fuel-fed engines that alreadyexist and have been adopted in trucking fleets and (ii) the adaptationof through-the-road (TTR) control strategies such as an equivalentconsumption minimization strategy (ECMS) or adaptive ECMS technique tothe particular, paired-with fuel-fed engine are all desired.

SUMMARY AND DESCRIPTION

It has been discovered that a through the road (TTR) hybridizationstrategy can facilitate introduction of hybrid electric vehicletechnology in a significant portion of current and expected truckingfleets. In some cases, the technologies can be retrofitted onto anexisting vehicle (e.g., a truck, a tractor unit, a trailer, atractor-trailer configuration, at a tandem, etc.). In some cases, thetechnologies can be built into new vehicles or added to new vehicles inan aftermarket channel. In some cases, one vehicle may be built orretrofitted to operate in tandem with another and provide thehybridization benefits contemplated herein. By supplementing motiveforces delivered through a primary drivetrain and fuel-fed engine withsupplemental torque delivered at one or more electrically-powered driveaxles, improvements in overall fuel efficiency and performance may bedelivered, typically without significant redesign of existing componentsand systems that have been proven in the trucking industry.

More specifically, in some embodiments of the present inventions,techniques are employed to recognize a primary fuel-fed engine withwhich an electrically-powered drive axle is paired and to adaptthrough-the-road (TTR) control strategies applied at theelectrically-powered drive axle to characteristics of the particular,paired-with, fuel-fed engine. In some embodiments, a communicationinterface is used for retrieval of brake-specific fuel consumption(BSFC) data or the like for a recognized and paired-with fuel-fedengine. While the ability to adapt control strategies applied at theelectrically-powered drive axle to the paired-with fuel-fed engine canbe particularly advantageous in tractor-trailer configurations where anelectrically-powered drive axle (e.g., on a trailer) is paired with anever changing set of fuel-fed engines (e.g., on tractor), otherconfigurations may also benefit. For example, even in fixed pairings(such as on a unitary vehicle or tractor configured with a 6×2 primarydrivetrain and supplemental electric drive axle), the ability toretrieve BSFC type data for a particular, fuel-fed engine and adapt TTRcontrol strategies applied at the electrically-powered drive axlefacilitates applications where direct integration with engine controlsis difficult, undesirable or ill-advised. In addition, in someembodiments, over-the-air (OTA) updates may be employed to adapt TTRcontrol strategies based on crowdsourced insights for a particularengine/drive train configuration and/or in a manner particular toregional, route, terrain, climatic, weather, vehicle load or otherfactors.

In general, TTR designs using control strategies such as an equivalentconsumption minimization strategy (ECMS) or an adaptive ECMS arecontemplated and implemented at the supplemental torque deliveringelectrically-powered drive axle (or axles) in a manner that followsoperational parameters or computationally estimates states of theprimary drivetrain and/or fuel-fed engine, but does not itselfparticipate in control of the fuel-fed engine or primary drivetrain.Although BSFC type data generic to a range of fuel-fed engines can beemployed (at least initially), BSFC type data particular to thepaired-with fuel-fed engine allows an ECMS implementation (or othersimilar control strategies) to adapt to efficiency curves for theparticular fuel-fed engine and to improve overall efficiencies of theTTR hybrid configuration.

Electric Drive Controller Adaptation to TTR Coupled Primary Drivetrain

In some embodiments in accordance with the present inventions, a controlmethod for a vehicle having an electric drive axle configured tosupplement a primary source of motive torque includes the following: (i)through a primary drivetrain, supplying motive torque generated using afuel-fed engine; (ii) during over-the-road travel, supplyingsupplemental torque using the electric drive axle, wherein an electricdrive controller therefor applies an equivalent consumption minimizationstrategy (ECMS) using a first set of brake-specific fuel consumption(BSFC) type data to characterize efficiency of the fuel-fed engine withwhich the electric drive axle is paired in the through-the-road (TTR)hybrid configuration; and (iii) adapting the application of the ECMSbased on a second set of BSFC type data that differs from the first setand thereafter continuing to supply supplemental torque duringover-the-road travel using the electric drive axle under control of theelectric drive controller with the adapted ECMS applied.

In some cases or embodiments, the electric drive controller is notdirectly responsive to controls of the fuel-fed engine and primarydrivetrain, but instead controls motive torque supplied by the electricdrive axle using the first and adapted second sets of BSFC type data tocharacterize efficiency of the fuel-fed engine with which the electricdrive axle is paired in the through-the-road (TTR) hybrid configuration.

In some cases or embodiments, the vehicle includes a tractor unit havingthe fuel-fed engine, the primary drivetrain, the electric drive axle andthe electric drive controller therefor In some cases or embodiments, thevehicle further includes a trailer portion having an additional electricdrive axle coupled to the electric drive controller via a controllerarea network interface.

In some cases or embodiments, the vehicle includes a tractor unit havingthe fuel-fed engine and the primary drivetrain, and the vehicle furtherincludes a trailer portion having the electric drive axle and theelectric drive controller therefor. In some cases or embodiments, thefirst and adapted second sets of BSFC type data each include one or moreof: a machine readable encoding of multi-dimensional data characterizingefficiency of a corresponding fuel-fed engine as a function of at leastengine torque related measure and an engine speed related measure; amachine readable encoding of BSFC curves or surfaces; and a machinereadable encoding of data derivative of either or both of the foregoing.

In some cases or embodiments, the first and adapted second sets of BSFCtype data each map at least fuel-fed engine operating points to fuelconsumption. In some cases or embodiments, the first and adapted secondsets of BSFC type data each map fuel-fed engine and primary drivetrainoperating points to fuel consumption. In some cases or embodiments, thefirst set of BSFC type data includes a data set generic to a first rangeof fuel-fed engines configurations that includes the first fuel-fedengine.

In some cases or embodiments, the second set of BSFC type data isparticular to the first fuel-fed engine. In some cases or embodiments,the second set of BSFC type data for a second range of fuel-fed enginesconfigurations, the second range narrower than the first range.

In some embodiments, the method further includes computing the secondset of BSFC type data on-vehicle based parameters retrieved via anon-vehicle controller area network interface during over-the-roadoperation of the vehicle.

In some cases or embodiments, the controller area network interfaceincludes a J1939 interface by which the electric drive controller iscoupled to an engine control module of the fuel-fed engine. In somecases or embodiments, the parameters retrieved during over-the-roadoperation include one or more of load, fuel usage and engine rpm, andthe computing refines, based on actual observations of the retrievedparameters, a BSFC type data set to converge upon the second set of BSFCtype data.

In some embodiments, the method further includes retrieving the secondset of BSFC type data from an off-vehicle information store based on asignature retrieved via an on-vehicle controller area network interface,the retrieved signature indicative of the fuel-fed engine.

In some cases or embodiments, the vehicle includes a trailer portionhaving the electric drive axle and wherein the trailer portion isinitially coupled to a first tractor unit that provides the fuel-fedengine and the primary drivetrain, and the method further includes: (i)prior to the adapting of the ECMS, and after decoupling from the firsttractor unit, coupling to a second tractor unit that provides a secondfuel-fed engine different from the fuel-fed engine; and (ii) retrievingthe second set of BSFC type data from an off-vehicle information storebased on a signature retrieved via an on-vehicle controller area networkinterface, the retrieved signature indicative of the second fuel-fedengine.

In some cases or embodiments, the first and second sets of BSFC typedata both characterize efficiency of the fuel-fed engine. In some casesor embodiments, the first, the second and successive further sets ofBSFC type data each characterize efficiency of particular fuel-fedengines or classes thereof with which the electric drive axle is pairedin successive through-the-road (TTR) hybrid configurations.

In some embodiments, the method further includes retrieving, via a radiofrequency data communication interface, at least the second set of BSFCtype data from an off-vehicle, network-connected service platform aninformation store that hosts an information store of BSFC type data forparticular fuel-fed engines or classes thereof. In some cases orembodiments, the retrieving is based on a signature indicative of aparticular fuel-fed engine or class thereof with which the electricdrive axle is paired in a particular through-the-road (TTR) hybridconfiguration.

In some embodiments in accordance with the present inventions, a systemincludes a vehicle having an electric drive axle configured tosupplement, in a through-the-road (TTR) hybrid configuration, motivetorque provided by a fuel-fed engine through a primary drivetrain; andan electric drive controller for the electric drive axle configured toapply an equivalent consumption minimization strategy (ECMS) using afirst set of brake-specific fuel consumption (BSFC) type data tocharacterize efficiency of the fuel-fed engine and to adapt theapplication of the ECMS based on a second set of BSFC type data thatdiffers from the first set and thereafter continue to supplysupplemental torque during over-the-road travel using the electric driveaxle under control of the electric drive controller with the adaptedECMS applied.

In some cases or embodiments, the electric drive controller is notdirectly responsive to controls of the fuel-fed engine and primarydrivetrain, but instead controls motive torque supplied by the electricdrive axle using the first and adapted second sets of BSFC type data tocharacterize efficiency of the fuel-fed engine with which the electricdrive axle is paired in the through-the-road (TTR) hybrid configuration.In some cases or embodiments, the vehicle includes a tractor unit havingthe fuel-fed engine, the primary drivetrain, the electric drive axle andthe electric drive controller therefor.

In some embodiments, the system further includes a trailer portionmechanically coupled to the tractor unit. In some embodiments, thesystem further includes the trailer portion having an additionalelectric drive axle coupled to the electric drive controller.

In some cases or embodiments, the vehicle includes a tractor unit havingthe fuel-fed engine and the primary drivetrain, and the vehicle furtherincludes a trailer portion having the electric drive axle and theelectric drive controller therefor.

In some embodiments, the system further includes a network-connectedservice platform; and a radio frequency data communication interface bywhich the electric drive controller retrieves one or more of the firstand second sets of BSFC type data from the network-connected serviceplatform.

In some cases or embodiments, the retrieval of either or both of thefirst and second sets of BSFC type data is responsive to recognition offuel-fed engine signature after coupling to a controller area networkinterface. In some cases or embodiments, the retrieval of either or bothof the first and second sets of BSFC type data is responsive to acommand received over the radio frequency data communication interface.In some cases or embodiments, for at least some fuel-fed enginesignatures recognized after coupling to a controller area networkinterface, the retrieval of BSFC type data is from a portion of aninformation store hosted locally on the vehicle. In some cases orembodiments, the locally hosted portion of the information store isupdated with BSFC type data retrieved via the network-connected serviceplatform periodically, on-demand, or in response to a command receivedover the radio frequency data communication interface.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is illustrated by way of example and notlimitation with reference to the accompanying figures, in which likereferences generally indicate similar elements or features.

FIG. 1A is functional block diagram illustrating hybridizing control, inaccordance with some embodiments of the present inventions, of bothon-trailer and on-tractor electric drive axles based on brake specificfuel consumption (BSFC) type data retrieved for a particular fuel-fedengine with which each is paired. Embodiments in accordance with thepresent inventions may include hybridizing assemblies in either or bothlocations.

FIGS. 1B, 1C, 1D, and 1E are depictions of various hybridizing assemblyconfigurations consistent with the illustration of FIG. 1A and someembodiments of the present inventions. FIGS. 1C and 1B depict tractorunit configurations with fore- and aft-positioned electric drive axlespaired on the tractor unit in a through-the-road (TTR) hybridconfiguration with fuel-fed engine and primary drivetrain.

FIGS. 1D and 1E depict bottom and top views of an exemplary hybridizingsuspension assembly (e.g., for a trailer) including an electric driveaxle suitable for pairing in a tractor-trailer vehicle configuration ina through-the-road (TTR) hybrid configuration with the fuel-fed engineand primary drivetrain of a tractor unit.

FIG. 2 illustrates components and selected interfaces of an electricdrive controller in accordance with some embodiments of the presentinventions.

FIG. 3 illustrates an exemplary computational flow for components of anelectric drive controller operating in accordance with some embodimentsof the present inventions components.

FIG. 4 illustrates an exemplary computational flow for adaptation ofbrake-specific fuel consumption type data based operational dataacquired on vehicle and in accordance with some embodiments of thepresent inventions.

FIGS. 5A and 5B illustrate telematics systems and communicationinterfaces in accordance with some embodiments of the presentinventions.

Skilled artisans will appreciate that elements or features in thefigures are illustrated for simplicity and clarity and have notnecessarily been drawn to scale. For example, the dimensions orprominence of some of the illustrated elements or features may beexaggerated relative to other elements or features in an effort to helpto improve understanding of certain embodiments of the presentinvention(s).

DETAILED DESCRIPTION

The present application describes a variety of embodiments, or examples,for implementing different features of the provided subject matter.Specific examples of components and arrangements are described below tosimplify the present disclosure. These are, of course, merely examplesand are not intended to be limiting. In addition, the present disclosuremay repeat reference numerals and/or letters in the various examples.This repetition is for purposes of simplicity and clarity and does notin itself dictate an identity relationship between the variousembodiments and/or configurations discussed.

More specifically, the present application describes designs andtechniques for providing an energy management system and related methodsin the context of system and components typical in the heavy truckingindustry. Some embodiments of the present invention(s) provide ahybridizing assembly (e.g., an electrically driven axle, power source,electric drive controller, etc. that may be integrated with suspensioncomponents) affixed (or suitable for affixing) underneath a vehicle(e.g., a truck, tractor unit, trailer, tractor-trailer or tandemconfiguration, etc.) as a replacement to a passive axle or suspensionassembly. In various non-limiting example configurations, a hybridizingassembly (or components thereof) may be included as part of afuel-consuming tractor unit or tandem. In additional non-limitingexample configurations, a hybridizing assembly can (alternatively oradditionally) be part of a trailer that may be towed by a poweredvehicle, such as a fuel-consuming tractor unit. Configurations of FIG.1A-1E are illustrative, though not exhaustive.

As described in more detail below, a hybridizing assembly is but onerealization in which an electrically driven axle operates largelyindependently of the fuel-fed engine and primary drivetrain of a poweredvehicle and is configured to operate in a power assist, regeneration,and passive modes to supplement motive/braking forces and torquesapplied by the primary drivetrain and/or in braking. In general, one ormore electrically driven axles may supplement motive/braking forces andtorques under control of a controller (or controllers) that does notitself (or do not themselves) control fuel-fed engine and primarydrivetrain. Instead, control strategy implemented by an electric drivecontroller seeks to follow and supplement the motive inputs of thefuel-fed engine and primary drivetrain using operating parameters thatare observable (e.g., via CANbus or SAE J1939 type interfaces),kinematics that are sensed and/or states that may be computationallyestimated based on either or both of the foregoing. In some embodiments,based on such observed, sensed or estimated parameters or states, theelectric drive controller applies an equivalent consumption minimizationstrategy (ECMS) or adaptive ECMS type control strategy to modulate themotive force or torque provided, at the electrically driven axle(s), asa supplement to that independently applied using the fuel-fed engine andprimary drivetrain of the powered vehicle.

By supplementing the fuel-fed engine and primary drivetrain of thepowered vehicle, some embodiments of the present invention(s) seek tosimultaneously optimize fuel consumption of the powered vehicle, energyconsumption of the hybridizing assembly, and/or state of charge (SOC) ofon-board batteries or other energy stores. In some cases, such as duringstopovers, embodiments of the present disclosure allow the fuel-fedengine to shut down rather than idle. In some cases, energy consumptionmanagement strategies may take into account a desired SOC at scheduled,mandated or predicted stopovers. Among other advantages, embodimentsdisclosed herein may provide for a significant reduction in fuelconsumption (e.g., an average of about 30%), a built-in auxiliary powerunit (APU), enhanced stability control, improved trailer dynamics, and ahost of other benefits, at least some of which are described in moredetail below.

FIG. 1A is an exemplary functional block diagram illustrating control ofboth on-trailer (100) and on-tractor (101) electric drive axles based onbrake specific fuel consumption (BSFC) type data retrieved (198) for aparticular fuel-fed engine and primary drivetrain 628 with which each ispaired. In the configuration of FIG. 1A, a vehicle comprising both atractor unit 165 and a trailer 170 is shown. The hybrid system allowscontrollers for either or both of the illustrated electric drive axles(180A, 180B) to apply a through-the-road (TTR) hybridization strategyusing control algorithms that implement an equivalent consumptionminimization strategy (ECMS), an adaptive ECMS or similar strategy basedon a characterization of efficiency at varying loads and operatingpoints for the specific fuel-fed engine (628) with which they arepaired. Although FIG. 1A illustrates one or more electric drive axleson-trailer (180B) and an electric drive axle on-tractor (180A),alternative configurations may employ just one or the other. Inembodiments that provide electric drive axles in both locations, e.g.,as electric drive axles 180A, 180B, corresponding drive controllers maybe implemented separately, e.g., as electric drive controllers 150A,150B, or integrated as a single controller, represented here as electricdrive controller 150.

Integration is a generally a matter of design choice. For purposes ofclarity, the present description refers to related instances of anelectric drive controller, an electric motor generator and electricaxle(s) (e.g., 150A/130A/180A or 150B/130B/180B) using suffixes (A or B)where necessary or helpful to distinguish; however similar componentsmay be referenced or described in shorthand without suffixes and withoutloss of descriptiveness if/when the particular instance of electricdrive controller, an electric motor generator and/or electric axle(s)does not significantly affect the description.

Multiple control loops are illustrated in FIG. 1A. The first is agenerally conventional control loop 620 illustrated relative to atractor unit 165 having a fuel-fed engine and drivetrain (628) thatsupplies primary motive torque, while the second (electric drive controlloop 640) and/or third (electric drive control loop 610) loops controlsupplemental torques applied at respective electric drive axles (180A,180B). The first control loop (620) will be understood inasmuch as adriver 622 interacts with throttle (624), braking (626) and othercontrols (such as gear shift controls, not specifically shown) to causethe vehicle (here tractor unit 165 and its mechanically coupled trailer170) to accelerate and decelerate during over-the-road travel. Ingeneral, persons of skill in the art will understand control loop 620 tobe representative of the various inputs, settings, microcontrollers,algorithms, control actions, feedback controls, etc. that may exercisecontrol over primary fuel-fed engine and drivetrain 628. In general, thevehicle (and here in a tractor-trailer configuration, tractor unit 165)may utilize as its fuel-fed engine any of a variety of enginetechnologies and fuel types such as diesel, gasoline, propane,biodiesel, ethanol (E85), compressed natural gas (CNG), hydrogeninternal combustion engine (ICE), homogeneous charge compressionignition (HCCI) engine, hydrogen fuel cell, hybrid electric, plug-inhybrid, diesel- or turbine-electric engines, and/or other type(s) offuel/technology.

Turning then to the supplemental electric drive axles and theirassociated control loops (640, 610, or both 640 and 610), persons ofskill in the art having benefit of the present disclosure willunderstand that, in the illustrated embodiments, supplemental motivetorque(s) is (are) supplied using one or more electric motor-generatorsand associated drive axles 130A/130B/130, 180A/180B/180 under control ofrespective controllers 150A/150B or a combined controller (150). Each ofthese supplemental electric drive axles and their associated controlloops is configured to operate largely independently of the fuel-fedengine and primary drivetrain of a powered vehicle and, in some cases,autonomously from the engine and drivetrain controls of the poweredvehicle.

As used herein, “autonomous” operation is terminology used to describean ability of the hybridizing system (101, 100) to operate in a mannerthat is not directly responsive to throttle, gearing and other controlsof loop 620 on the tractor unit 165, and instead to independently gaininformation about itself, the primary fuel-fed engine and drivetrain 628and the environment, and to make decisions and/or perform variousfunctions based on one or more algorithms stored in its own controller(150A/150B/150), as described in more detail below. In some embodimentsof the present invention(s), “autonomous” operation does not precludeobservation or estimation of certain parameters or states of a poweredvehicle's fuel-fed engine or primary drivetrain (e.g., via CANbus 621 orotherwise); however, electrically driven axles (180A/180B/180) are notdirectly controlled by an engine control module (ECM) of the poweredvehicle and, even where ECMS or adaptive ECMS-type control strategiesare employed, no single controller manages control inputs to both thesupplemental electrically driven axle(s) and the primary fuel-fed engineand drivetrain.

In an effort to identify this form or arrangement, the termthrough-the-road (TTR) hybrid system is employed and meant to convey toa person of skill in the art having benefit of the present disclosure, arange of embodiments in which some or all components of a supplementalelectrically-driven axle, often (though not necessarily) including acontroller, a power source, brake line sensors, CAN bus or SAE J1939type interfaces, sensor packages, off-vehicle radio frequency (RF)communications and/or geopositioning interfaces, etc. are arranged as atandem or are integrable with components that are driven by the fuel fedengine and primary drivetrain to which the electrically driven axle actsas a supplement. The through-the-road (TTR) character is meant toemphasize that while electrically-driven and conventionally powered(e.g., by a fuel-fed engine and primary drivetrain) axles may becollocated, arranged as a tandem or otherwise integrated (or integrable)in assembly, they would not be understood by a person of skill in theart having benefit of the present disclosure to involve a combineddrivetrain or transmission that blends the motive inputs of anelectrical motor and a fuel-fed engine. Either or of both of hybridizingassemblies 101 and 100 will be understood to be operable, in conjunctionwith the primary fuel-fed engine and drivetrain 628, as a TTR hybridsystem.

In some though not all embodiments, a TTR hybrid system can take on theform or character commonly understood with reference to a configurationreferred to the US trucking industry as a 6×2, but in which an otherwisedead axle is instead powered using an electrically-driven axle (180A)and controller for coordinating its supplementation of primary motiveforce or torques provided by a primary drivetrain and fuel-fed engine.Here too, the tractor-trailer configuration illustrated in FIG. 1A isexemplary and will be understood to include a TTR hybrid system (101).Again, the tractor-trailer configuration is exemplary, andnotwithstanding the ability of the trailer (170) to be decoupled fromtractor units (e.g., tractor unit 165) that provide a TTR hybrid system,vehicles such as a heavy truck having a single frame or operable as orwith tandem trailers (not specifically shown in FIG. 1A) will beunderstood to be amenable to inclusion of a TTR hybrid system.

In some embodiments of the present inventions, techniques are employedto recognize a primary fuel-fed engine (e.g., 628) with which anelectrically-powered drive axle (e.g., 180A/180B/180) is paired and toadapt through-the-road (TTR) control strategies applied at theelectrically-powered drive axle to characteristics of the particular,paired-with, fuel-fed engine. In some embodiments, a communicationinterface is used for retrieval (198), e.g., from a cloud-basedtelematics system service platform 199, of brake-specific fuelconsumption (BSFC) data or the like for a recognized and paired-withfuel-fed engine. While the ability to adapt control strategies appliedat the electrically-powered drive axle to the paired-with fuel-fedengine can be particularly advantageous in tractor-trailerconfigurations where an electrically-powered drive axle (e.g., on atrailer) is paired with an ever changing set of fuel-fed engines (e.g.,on tractor), other configurations may also benefit. For example, even infixed pairings (such as on a unitary vehicle or tractor configured witha 6×2 primary drivetrain and supplemental electric drive axle), theability to retrieve BSFC type data for a particular, fuel-fed engine andadapt TTR control strategies applied at the electrically-powered driveaxle facilitates applications where direct integration with enginecontrols is difficult, undesirable or ill-advised. In addition, in someembodiments, over-the-air (OTA) updates may be employed to adapt TTRcontrol strategies based on crowdsourced insights for a particularengine/drive train configuration and/or in a manner particular toregional, route, terrain, climatic, weather, vehicle load or otherfactors.

In general, TTR designs using control strategies such as an equivalentconsumption minimization strategy (ECMS) or an adaptive ECMS arecontemplated and implemented at the supplemental torque deliveringelectrically-powered drive axle (or axles) in a manner that followsoperational parameters or computationally estimates states of theprimary drivetrain and/or fuel-fed engine, but does not itselfparticipate in control of the fuel-fed engine or primary drivetrain.Although BSFC type data generic to a range of fuel-fed engines can beemployed (at least initially), BSFC type data particular to thepaired-with fuel-fed engine allows an ECMS implementation (or othersimilar control strategies) to adapt to efficiency curves for theparticular fuel-fed engine and to improve overall efficiencies of theparticular TTR hybrid configuration.

In various of the described embodiments, an ECMS-type controller (e.g.,electric drive controller 150A/150B/150) for electrically-powered driveaxle is not directly responsive to driver-, autopilot- or cruise-typethrottle controls of the fuel-fed engine or gear selections by a driveror autopilot in the primary drivetrain. Instead, the controller isresponsive to sensed pressure in a brake line for regenerative brakingand to computationally-estimated operational states of the fuel-fedengine or of the drive train. In some cases, recognition of a particularfuel-fed engine and observables employed by the controller includeinformation retrieved via a CANbus or SAE J1939 vehicle bus interface621 such as commonly employed in heavy-duty trucks. While the ECMS-typecontroller employed for the electrically-powered drive axle (or axles)180A/180B/180 adapts to the particular character and current operationof the fuel-fed engine and primary drivetrain 628 (e.g., apparentthrottle and gearing), it does not itself control the fuel-fed engine orof the primary drivetrain.

TTR Hybrid System on Tractor Unit

In some embodiments, one or more aspects of the hybridizing systemexplained above may be adapted for use as part of tractor unit 165. Withreference to FIGS. 1A, 1B and 1C, such an adapted through the road (TTR)hybrid system 101 may include various elements described above, whichare coupled to and/or integrated with existing components of tractorunit 165. In some examples, the TTR hybrid system 101 may provide forreplacement of the one or more passive axles of the tractor unit 165with one or more powered axles. Thus, in various embodiments, TTR hybridsystem 101 may be used to provide a motive rotational force (e.g., in afirst mode, or power assist mode, of operation) to a powered towingvehicle (e.g., to tractor unit 165). Additionally, in some embodiments,TTR hybrid system 101 is configured to provide a regenerative brakingforce (e.g., in a second mode, or regeneration mode, of operation) thatcharges an energy storage system (e.g., the battery array). In someexamples, TTR hybrid system 101 is further configured to provide neithermotive rotational nor regenerative braking force (e.g., in a third mode,or passive mode, of operation).

It is noted that TTR hybrid system 101 may, in some embodiments, be usedseparately and independently from hybridizing system 100 attached to thetrailer. Thus, for example, advantages of the various embodimentsdisclosed herein (e.g., reduced fuel consumption and emissions, improvedfuel efficiency, vehicle acceleration, vehicle stability, and energyrecapture) may be realized by TTR hybrid system 101 apart from hybridsystem 100. This may be advantageous, for instance, when tractor unit165 is driven without the attached trailer. To be sure, when tractorunit 165 is used to tow a trailer, and in some embodiments, hybridizingsystem 100 may be used with TTR hybrid system 101 in a cooperative TTRconfiguration operated to provide a greater motive rotational force to,or recapture a greater amount of energy from, tractor-trailer vehicle160 than either of hybridizing systems 100 and 101 would be able toprovide or recapture on their own.

With reference to FIG. 1B, illustrated therein is a bottom view of TTRhybrid system 101 coupled to and/or integrated with tractor unit 165. Asshown, the tractor unit 165 may include a cab 172, a frame 174, asteering axle 176, an engine-powered axle 178, an electric axle 180A,and wheels/tires 135 coupled to ends of each of the steering axle 176,the engine-powered axle 178, and the electric axle 180A. A steeringwheel may be coupled to steering axle 176 to turn and/or otherwisecontrol a direction of travel of tractor unit 165. In variousembodiments, tractor unit 165 further includes an engine 182, a torqueconverter 184 coupled to engine 182, a transmission 186 coupled to thetorque converter 184, a drive shaft 188 coupled to the transmission 186,and a differential 190 coupled to the drive shaft 188. Differential 190may be further coupled to the engine-powered axle 178, thereby providingtorque to the wheels coupled to ends of the engine-powered axle 178. Aspart of the TTR hybrid system 101, and in various embodiments, electricmotor-generator 130A may be coupled to electric axle 180A by way of adifferential 115, thereby allowing electric motor-generator 130A toprovide the motive rotational force in the first mode of operation, andto charge the energy storage system (e.g., the battery array) byregenerative braking in the second mode of operation. In someembodiments, electric axle 180A may include multiple electric-motorgenerators coupled thereto.

As shown in FIG. 1B, TTR hybrid system 101 may also include a batteryarray 140 and control system 150A/150, for example, coupled to eachother by an electrical coupling, thereby providing for energy transferbetween battery array 140 and electric motor-generator 130A. The batteryarray 140 may include any of a variety of battery types.

Referring to FIG. 1C, illustrated therein is a bottom view of analternative embodiment of TTR hybrid system 101 coupled to and/orintegrated with tractor unit 165. In the example of FIG. 1B,engine-powered axle 178 is disposed between steering axle 176 andelectric axle 180A, which is disposed at a back end (e.g., opposite cab172) of tractor unit 165. Alternatively, in the example of FIG. 1C,electric axle 180A is disposed between steering axle 176 andengine-powered axle 178, which is disposed at a back end (e.g., oppositethe cab 172) of tractor unit 165. While not explicitly shown in FIG. 1Cfor clarity of illustration, TTR hybrid system 101 provided therein mayalso include battery array 140 and control system 150A/150, as describedabove.

Generally, TTR hybrid system 101 may include a battery, a motorcontroller, a cooling system, an APU, low voltage controls, GPS/LTEreceivers, a motor and gearbox, and a truck CAN bus interface. While notexplicitly shown in the drawings, TTR hybrid system 101 of FIGS. 1A, 1Band 1C may further include other features described herein such asadditional controllers, brake line sensors, SAE J1939 type interfaces,sensor packages, off-vehicle mobile, radio frequency (RF)communications, etc.

Although TTR hybrid system configurations are described in the contextof a tractor unit suitable for use in a tractor-trailer configuration,persons of skill in the art having benefit of the present disclosurewill appreciate configurations in which powered vehicles, includingheavy trucks with a single effective frame, include the systems methodsand/or techniques disclosed herein relative to tractor unit, trailer,tractor-trailer and/or tandem configurations.

TTR Hybrid System with Trailer

Referring now to FIG. 1D, the hybridizing system 100 previouslyillustrated in FIG. 1A, may include a frame 110, a suspension, one ormore drive axles (e.g., such as a drive axle 180B), at least oneelectric motor-generator (e.g., such as an electric-motor generator130B) coupled to the at least one or more drive axles, an energy storagesystem (e.g., such as battery array 140), and a controller (e.g., suchas electric drive controller 150B). In accordance with at least someembodiments, the hybridizing system 100 is configured for attachmentbeneath a trailer (recall trailer 170, FIG. 1A). As used herein, theterm “trailer” is used to refer to an unpowered vehicle towed by apowered vehicle. In some cases, the trailer may include a semi-trailercoupled to and towed by a truck or tractor (e.g., a powered towingvehicle) such as tractor unit 165, previously described.

To be sure, embodiments of the present disclosure may equally be appliedto other types of trailers (e.g., utility trailer, boat trailer, traveltrailer, livestock trailer, bicycle trailer, motorcycle trailer, agooseneck trailer, flat trailer, tank trailer, farm trailer, or othertype of unpowered trailer) towed by other types of powered towingvehicles (e.g., pickup trucks, automobiles, motorcycles, bicycles,buses, or other type of powered vehicle), without departing from thescope of this disclosure.

As before, the hybridizing system 100 is configured to operate largelyindependently of the fuel-fed engine and primary drivetrain of a poweredvehicle and, in some cases, autonomously such that it operates in amanner that is not directly responsive to throttle, gearing and otherengine and drivetrain controls of the powered vehicle. Instead,hybridizing system 100 independently gains information about itself, theprimary fuel-fed engine and drivetrain of a towing vehicle and theenvironment, and makes decisions and/or perform various functions basedon one or more algorithms stored in its own controller (150B/150), asdescribed in more detail below. In some embodiments of the presentinvention(s), “autonomous” operation does not preclude observation orestimation of certain parameters or states of a powered vehicle'sfuel-fed engine or primary drivetrain (e.g., via CANbus interface orotherwise); however, electrically driven axles (180B/180) are notdirectly controlled by an engine control module (ECM) of the poweredvehicle and, even where ECMS or adaptive ECMS-type control strategiesare employed, no single controller manages control inputs to both thesupplemental electrically driven axle(s) and the primary fuel-fed engineand drivetrain.

In accordance with some embodiments of the present invention(s),hybridizing system 100 can be configured to provide, in a first mode ofoperation, a motive rotational force (e.g., by an electricmotor-generator coupled to a drive axle) to propel the trailer underwhich is attached, thereby providing an assistive motive force to thepowered towing vehicle. Thus, in some examples, a first mode ofoperation may be referred to as a “power assist mode.” Additionally, insome embodiments, hybridizing system 100 is configured to provide, in asecond mode of operation, a regenerative braking force (e.g., by theelectric motor-generator coupled to the drive axle) that charges anenergy storage system (e.g., battery array 140). Thus, in some examples,the second mode of operation may be referred to as a “regenerationmode.” In some examples, hybridizing system 100 is further configured toprovide, in a third mode of operation, neither motive rotational norregenerative braking force such that the trailer and the attachedhybridizing system 100 are solely propelled by the powered towingvehicle to which the trailer is coupled. Thus, in some examples, thethird mode of operation may be referred to as a “passive mode.”

In providing powered axle(s) to the trailer (e.g., by the hybridizingsystem 100), embodiments of the present disclosure result in asignificant reduction in both fuel consumption and any associatedvehicle emissions, and thus a concurrent improvement in fuel efficiency,of the powered towing vehicle. In addition, various embodiments mayprovide for improved vehicle acceleration, vehicle stability, and energyrecapture (e.g., via regenerative braking) that may be used for avariety of different purposes. For example, embodiments disclosed hereinmay use the recaptured energy to apply the motive rotational force usingthe electric motor-generator and/or provide on-trailer power that may beused for powering a lift gate, a refrigeration unit, a heatingventilation and air conditioning (HVAC) system, pumps, lighting,communications systems, and/or providing an auxiliary power unit (APU),among others. It is noted that the above advantages and applications aremerely exemplary, and additional advantages and applications will becomeapparent to those skilled in the art upon review of this disclosure.

Referring again to FIG. 1D, illustrated therein is a bottom view of anexemplary hybridizing system 100 which shows frame 110, drive axle 180B,a passive axle 125, and wheels/tires 135 coupled to ends of each of thedrive axle 180B and the passive axle 125. In some embodiments, electricmotor-generator 130B is coupled to electric drive axle 180B by way of adifferential 115, thereby allowing electric motor generator 130B toprovide the motive rotational force in the first mode of operation, andto charge the energy storage system (e.g., battery array 140) byregenerative braking in the second mode of operation. Note that in someembodiments, components such as the electric motor generator, gearingand any differential may be more or less integrally defined, e.g.,within a single assembly or as a collection of mechanically coupledcomponents, to provide an electrically-driven axle.

While shown as having one drive axle and one passive axle, in someembodiments, hybridizing system 100 may have any number of axles, two ormore drive axles, as well as multiple electric-motor generators on eachdrive axle. In addition, axles of the hybridizing system (e.g., driveaxle 180B and passive axle 125) may be coupled to frame 110 by a leafspring suspension, an air suspension, a fixed suspension, a slidingsuspension, or other appropriate suspension. In some embodiments, thewheels/tires 135 coupled to ends of one or both of the drive axle 180Band the passive axle 125 may be further coupled to a steering system(e.g., such as a manual or power steering system), thereby providing forsteering of hybridizing system 100 in a desired direction.

With reference to FIG. 1E, illustrated therein is a top view ofhybridizing system 100 showing battery array 140 and electric drivecontroller 150B/150. In various embodiments, battery array 140 andcontroller 150B/150 may be coupled to each other by an electricalcoupling 145. In addition, electric motor-generator 130B may be coupledto controller 150B/150 and to battery array 140, thereby providing forenergy transfer between battery array 140 and electric motor-generator130B. In various examples, the battery array 140 may include one or moreof an energy dense battery and a power dense battery. For example, insome embodiments, battery array 140 may include one or more of a nickelmetal hydride (NiMH) battery, a lithium ion (Li-ion) battery, a lithiumtitanium oxide (LTO) battery, a nickel manganese cobalt (NMC) battery, asupercapacitor, a lead-acid battery, or other type of energy denseand/or power dense battery.

Control System Architecture and Components

With reference now to FIG. 2, illustrated therein is an embodiment ofelectric drive controller 150A/150B/150, including controller areanetwork (CANbus) 200 used for communication of the various components ofelectric drive controller 150B/150 with one another and with externalcomponents such as cloud-based telematics system service platform 199and a CANbus vehicle interface 621 of tractor unit 165 (recall FIG. 1A).Note that architecture and operation of the electric drive controller isgenerally similar whether a particular instance thereof is deployed aselectric drive controller 150A, 150B, or 150 (recall FIGS. 1A-1E).

Generally, a CANbus is a vehicle bus standard designed to allowmicrocontrollers and other devices such as electronic control units(ECUs), sensors, actuators, and other electronic components, tocommunicate with each other in applications without a host computer. Invarious embodiments, CANbus communications operate according to amessage-based protocol. Additionally, CANbus communications provide amulti-master serial bus standard for connecting the various electroniccomponents (e.g., ECUs, sensors, actuators, etc.), where each of theelectronic components may be referred to as a ‘node’. In various cases,a CANbus node may range in complexity, for example from a simpleinput/output (I/O) device, sensors, actuators, up to an embeddedcomputer with a CANbus interface. In addition, in some embodiments, aCANbus node may be a gateway, for example, that allows a computer tocommunicate over a USB or Ethernet port to the various electroniccomponents on the CAN network.

In some embodiments, CANbus 200 includes an ISO 11898-2 high speed CANbus (e.g., up to 1 Mb/s). By way of example, CANbus 200 is shown asincluding as nodes, for example, an AC motor controller 202, batterymanagement system (BMS) 242, AHRS 246 (sensor), a master control unit228, DC-DC power supply 230 (actuator), and telematics unit 302 (smartsensor). In some embodiments, the telematics unit 302 may include aglobal positioning system (GPS), an automatic vehicle location (AVL)system, a mobile resource management (MRM) system, a wirelesscommunications system providing data communications with cloud-basedtelematics system service platform 199, a radio frequency identification(RFID) system, a cellular communications system, and/or other telematicssystems. In some embodiments, telematics unit 302 may also include theAHRS 246. CANbus or SAE J1939 interfaces may be provided to othersystems, such as interface 621 of a powered vehicle to facilitateread-type access to operating parameters or otherwise observable statesof systems thereof.

Control Methods, Generally

Various aspects of the hybridizing system 100 and the TTR hybrid system101 have been described above, including aspects of the control systemarchitecture and related components. It has been noted that thehybridizing system 100 and the TTR hybrid system 101 are operated, byway of electric drive controllers 150A, 150B, 150 and suitable programcode, in at least three modes of operation: (i) a power assist mode,(ii) a regeneration mode, and (iii) a passive mode. In at least someembodiments, the program code used to operate controllers 150A, 150B,150 may reside on a memory storage device within the master control unit228. In addition, the master control unit 228 may include amicroprocessor and/or microcontroller operable to execute one or moresequences of instructions contained in the memory storage device, forexample, to perform the various methods described herein. In some cases,one or more of the memory storage, microprocessor, and/ormicrocontroller may reside elsewhere within hybridizing system 100,within TTR hybrid system 101 or even at a remote location that is incommunication with the hybridizing system 100 or TTR hybrid system 101.

Referring to FIG. 2, a variety of control systems designs arecontemplated and will be appreciated by persons of skill in the arthaving benefit of the present disclosure. For example, in someembodiments, electric drive controllers 150A, 150B, 150 are programmedto apply an equivalent consumption minimization strategy (ECMS) oradaptive ECMS type control strategy to modulate the motive force ortorque provided, at an electrically driven axle(s), as a supplement tomotive force or torques that electric drive controllers 150A, 150B, 150estimate are independently applied using the fuel-fed engine and primarydrivetrain of the powered vehicle.

Persons of skill in the art having benefit of the present disclosurewill appreciate that different fuel-fed engines produce differentamounts of power based on the fuel supplied to them at different enginerpms. To optimize the usage of a parallel TTR hybrid, such as thesystem(s) illustrated in FIG. 1A, electric drive controllers 150A, 150B,150 need to apply a specific amount of assistive propulsion to save themost amount of fuel over time. BSFC type data is one way ofcharacterizing, for a given fuel-fed engine with which it is paired,efficiency as a function of engine speed (RPM) and torque. The BSFCcurves of different diesel engines are similar enough to one anotherthat we can apply a generic ECMS algorithm to target the generally moreefficient engine operating zones, but the system will not achieveoptimal efficiency based on the specific engine with which the electricdrive axle(s) is (are) paired.

Accordingly, in some embodiments of the present inventions, BSFC typedata is generated or obtained for the specific paired-with fuel fedengine. In some embodiments, BSFC type data is generated (learned)on-vehicle and optionally supplied through off-vehicle communications toother vehicles and their controllers. In some embodiments, BSFC typedata is retrieved or supplied via such off-vehicle communications. Ingeneral, such off-vehicle communications may be via terrestrial mobiledata networks (2G/3G/LTE/5G), via overhead satellites, via networksinterfaces through IEEE 802.11 or Wi-Fi access points or using otherradio frequency communication facilities now or hereafter deployed intransportation. In the illustrated embodiment(s), an interface (621)with an engine control module (ECM) via a CANbus provides a convenientway of retrieving and identifying a signature for the particular,paired-with, fuel-fed engine. Likewise, in some embodiment(s), such aninterface facilitates access to instantaneous (or near instantaneous)measures of engine load, fuel usage and engine RPMs, which can be usedto converge an initial set of BSFC data on values that more particularlycharacterize the paired-with, fuel-fed engine.

FIG. 3 is a flow diagram that illustrates computations of a controllerthat applies an equivalent consumption minimization strategy (ECMS) tothe hybridizing system 100 or TTR hybrid system 101 designs previouslyexplained. Interactions of a programmed controller 228 with batteryarray 140, with a vehicle CANbus (for retrieval of operating conditionsindicative of current torque delivered by fuel-fed engine through theprimary drive train and current gear ratios of that primary drivetrain),and ultimately with electric motor-generator 130A/130B via any localcontroller (e.g., sevcon controller 202) are all illustrated. Likewise,retrieval of particular (or even crowdsourced) BSFC type data viaoff-vehicle communications is illustrated via telematics unit 302 andcloud-based telematics system service platform 199.

Referring to FIG. 3, based on the current SOC for battery array 140, anarray of possible options for amperage discharge and charge values arecalculated. These possibilities are converted to kW power as potentialbattery power discharge and charge possibilities. Battery inefficienciesand motor controller inefficiencies are considered along with possibleelectric drivetrain gear ratios to arrive at the corresponding potentialelectric motor torques that can be applied and resultant wheel torqueswhich can be applied to the vehicle using electric motor-generator130A/130B. Using the battery power discharge and charge possibilities, acorresponding diesel usage table is calculated using a lookup table thatstores values for battery power equivalence based on various SOCconditions of battery array 140.

Based on current operating parameters retrieved from the vehicle CANbus(e.g., engine torque and current gear ratios in the primary drivetrain)or optionally based on estimates calculated based on a high-precisioninertial measurement unit (IMU) effective torque delivered at vehiclewheels by the fuel-fed engine and the primary drivetrain is calculatedor otherwise computationally estimated at controller 228. Potentialsupplemental torques that can be provided at wheels driven (or drivable)by electric motor-generator 130A/130B are blended with those calculatedor estimated for vehicle wheels driven by the fuel-fed engine andprimary drivetrain in a calculation that back-calculates where thevarious additional supplemental torques would place the vehicle'sengine. Then, based on these new values for the fuel-fed engine andprimary drivetrain, a vehicle fuel usage consumption table is updatedand, in turn, combined with (computationally summed) a charge/fuel usagetable for electric motor-generator 130A/130B. Based on the current SOC,SOC targets, and SOC hysteresis, a minimum index value from thedischarge fuel usage table or the charge fuel usage table is used. Amotor torque at this index is retrieved from the motor torquepossibilities table, and this torque demand is sent to electricmotor-generator 130A/130B via any local controller (e.g., sevconcontroller 202) to be applied as supplemental torque via the electricdrivetrain in a TTR hybrid configuration.

To optimize the usage of a parallel TTR hybrid, such as the system(s)illustrated in FIG. 1A, electric drive controllers 150A/150B/150 need tocause electric motor-generators 130A/130B to supply a specific amount ofassistive propulsion to save the most amount of fuel over time. Aspreviously explained, different engines produce different amounts ofpower based on the fuel supplied to them at different engine rpms. BSFCtype data is one way of characterizing, for a given fuel-fed engine,efficiency as a function of engine speed (RPM) and torque. Accordingly,in some embodiments of the present inventions, BSFC type data isgenerated, refined or obtained for the specific paired-with fuel fedengine based on techniques described herein (whether signature basedretrieval, iterative adaptation or crowdsourcing) and used in the ECMSstrategy explained above.

Finally, in some embodiments, we adapt generic BSFC curve data to thetruck's performance over-time. Adaptation can occur while the electricdrive axle(s) is (are) not in use, either before TTR hybrid operationengages over an initial “learning period” or while the system is out ofbattery during extended periods of inactivity. Adaptation may also, oralternatively, occur during the TTR hybrid operation. In such cases, thesupplemental torques applied using the electric drive axle(s) can beequalized and accounted for with larger error correction needed forvehicle dynamics. FIG. 4 illustrates an exemplary computational flow foradapting BSFC type data characterization of a fuel-fed engine that hasbeen paired-width electric drive axles and controllers in a TTR hybridconfiguration.

In general, efficiency can be defined as torque/fuel usage. Torque canbe calculated using engine load*max_torque for the engine in question.Engine load, fuel usage and engine_rpms are outputs available from thetruck's ECM over the J1939 diagnostics bus while the max_torque wouldneed to be obtained from the engine itself, OEM, or additional enginesoftware settings. FIG. 4 depicts retrieval (410) of operatingparameters for a J1939 CANbus (recall CANbus 621, FIG. 1A). These inputsallow us to collect (420) new points for our BSFC curve which is amulti-dimensional table that we have obtained (initially) in any of avariety of ways such as data retrieval from cloud-based telematicssystem service platform 199 based on an engine signature obtained viaCANbus 621, as crowdsourced data or simply as generic engine data forinitial conditions. Adaptation of current BSFC data 461 is performediteratively based, in the illustrated embodiment, on a coveragethreshold 440. With axes of engine_rpm, torque and efficiency, we takenew points computed based on observations during the periods explainedpreviously, and computationally merge (450) them into our current orgeneric BSFC curve data 461 over-time. Adapted BSFC data 462 is used inECMS loop(s) of electric drive controller(s) 150A/150B/150 (recall FIG.1A). In some cases, adapted BSFC data 462 is uploaded to cloud-basedtelematics system service platform 199 (typically together with engineoperating data, geoposition, regional location or route data, weather orclimatic data) and selectively supplied to other TTR hybrid vehiclesystems as part of a crowd sourcing technique.

Based on weighted multipliers, the new updated BSFC data 462 willconverge on values that more accurately characterize the particular,paired-with fuel-fed engine. Note that, as a practical matter, we needto make sure that when convergence updates are performed, new BSFC curvedata sufficiently covers (440) the data set, so that we aren't updatingonly one half of the curve, potentially causing rifts and cliffs betweenefficiency zones, as such discontinuities can result in inefficiencieswithin an ECMS implementation. As actual engine performance is reflectedin the adapted BSFC curve data 462, the parallel TTR hybrid systemapplies better fuel efficiency predictions in its equivalent consumptionminimization strategy (ECMS) to increase overall efficiency of the TTRhybrid system 100, 101.

Telematics System Interfaces and Network

As explained herein, TTR hybrid systems 100, 101 may communicate withnetwork-connected server, database, or other network-connected serviceplatform such as cloud-based telematics system service platform 199.FIG. 5A depicts an exemplary system 500 for providing communicationbetween a tractor-trailer vehicle and a network-connected serviceplatform. In some embodiments, one or more tractor-trailer vehicles 160are configured to communicate with a remote server 502 by way of anetwork 504, using one or more network communication devices.

The network 504 may be implemented as a single network or a combinationof multiple networks. For example, in various embodiments, the network504 may include the Internet and/or one or more intranets, landlinenetworks, wireless networks, cellular networks, satellite networks,point-to-point communication links, and/or other appropriate types ofnetworks. In some examples, the one or more tractor-trailer vehicles 160and the remote server 502 may communicate through the network 504 viacellular communication, by way of one or more user-side networkcommunication devices or server-side network communication devices.Thus, as merely one example, connections 506 between the one or moretractor-trailer vehicles 160 and the network 504 may include a 3Gcellular connection, a universal mobile telecommunications system (UMTS)connection, a high-speed packet access (HSPA) connection, a 4G/LTEconnection, a combination thereof, or other appropriate connection nowexisting or hereafter developed. Further, in an example, a connection508 between the network 504 and the remote server 502 may include anInternet trunk connection. The Internet trunk connection may be used tosimultaneously provide network access to a plurality of clients, forexample, such as the one or more tractor-trailer vehicles 160.

In other examples, the one or more tractor-trailer vehicles 160 and theremote server 502 may communicate through the network 504 via wirelesscommunication (e.g., via a WiFi network), by way of one or moreuser-side network communication devices or server-side networkcommunication devices. In yet other examples, the one or moretractor-trailer vehicles 160 and the remote server 502 may communicatethrough the network 504 via any of a plurality of other radio and/ortelecommunications protocols, by way of one or more user-side networkcommunication devices or server-side network communication devices.While some examples of communication between the one or moretractor-trailer vehicles 160 and the remote server 502 have beenprovided, those skilled in the art in possession of the presentdisclosure will recognize other network configurations, components,and/or protocols that may be used, while remaining within the scope ofthe present disclosure.

With reference to FIG. 5B, illustrated therein is an exemplary system550 for providing communication between a tractor-trailer vehicle and anetwork server or remote server/database. Various aspects of the system550 are substantially the same as the system 500, discussed above. Thus,for clarity of discussion, some features may only be briefly discussed.FIG. 5B, in particular, provides a more detailed view of the remoteserver 502. As shown, the remote server 502 may include a middlewarecomponent 510, a database 512, and a web server 514. In variousexamples, each of the middleware 510, the database 512, and the webserver 514 may be implemented using separate machines (e.g.,computers/servers), or may be collocated on a single machine. Themiddleware 510 may be configured to receive and process data (e.g., BSFCtype data and signatures) and store the data in the database 512. Thedatabase 512 may be used to store any such data received from any of anumber of tractor-trailer vehicles 160, as well as to storecustomer/user account information, and store asset tracking information(e.g., for tracking the tractor-trailer vehicles 160).

In some examples, the database 512 is implemented using a PostgreSQLobject-relational database management system, enabling multi-nodeclustering. The web server 514 can be used to store, process, anddeliver web pages (e.g., that provide a user-interface) to any of aplurality of users operating user devices 520. In some embodiments, theuser devices 520 may include any type of computing device such as alaptop, a desktop, a mobile device, or other appropriate computingdevice operated by any type of user (e.g., individual, driver, fleetmanager, or other type of user). In some examples, connections 518between the user devices 520 and the network 504 may include a 3Gcellular connection, a universal mobile telecommunications system (UMTS)connection, a high-speed packet access (HSPA) connection, a 4G/LTEconnection, an RF connection, a Wi-Fi connection, a Bluetoothconnection, another wireless communication interface, combinationsthereof, or other appropriate connection now existing or hereafterdeveloped. In some embodiments, the remote server 502 may further coupleto a geographic information system (GIS) server 516, which provides mapsfor the GPS locations associated with data received vehicles.

In addition to the various features described above, the systems 500,550 may be configured to provide real-time location and mapping oftractor-trailer vehicles 160 (including a tractor unit or trailer), anability to assign tags to any particular tractor unit or trailer (e.g.,to provide a trailer type, trailer number, group/region/fleetinformation, owner information, or contact information), an ability toprovide on-demand and/or schedulable reports, among other features. Byway of example, such reports may include a percentage time a trailer isloaded vs. empty, moving vs. stationary, and/or attached vs. standalone.Exemplary reports may further provide an approximate trailer weight,fuel savings information, shock/vibration information, brakinginformation, adverse swaying (e.g., jack-knifing) information, losttraction/wheel-slip information, battery levels, and/or APU usageinformation. The systems 500, 550 also provide for the configuration ofalerts (e.g., to alert a driver, fleet manager, or other user) for avariety of conditions such as aggressive braking, excessive shock,excessive idling, APU power low, overheating, unit damage, and/orbattery or device failure. In some embodiments, the systems 500, 550 mayfurther include an ability to set and/or otherwise define ‘OperationHours’ for a given trailer and/or tractor unit, and alerts may be setfor operation activity occurring outside the defined ‘Operation Hours’.In some cases, the systems 500, 550 may also monitor driver behaviors(e.g., driving patterns), real-time traffic data, weather information,road conditions, and/or other such factors that may be used to determinea desired stopover location, an optimal navigation route to the stopoverlocation, and/or an estimated time of arrival (ETA) at the stopoverlocation. For example, in some embodiments, one or more of the abovefeatures may be implemented in part using a vehicle navigation system(e.g., such as a GPS navigation system) on the tractor-trailer vehicles160, where the navigation system incorporates the traffic data, weatherinformation, road conditions, etc. to determine the route and ETA to thestopover location. While some examples of various features provided bythe systems 400, 450 have been provided, those skilled in the art inpossession of the present disclosure will recognize other features thatmay be implemented, while remaining within the scope of the presentdisclosure.

Variations and Other Embodiments

Where applicable, various embodiments provided by the present disclosuremay be implemented using hardware, software, or combinations of hardwareand software. Also, where applicable, the various hardware componentsand/or software components set forth herein may be combined intocomposite components comprising software, hardware, and/or both withoutdeparting from the scope of the present disclosure. Where applicable,the various hardware components and/or software components set forthherein may be separated into sub-components comprising software,hardware, or both without departing from the scope of the presentdisclosure. In addition, where applicable, it is contemplated thatsoftware components may be implemented as hardware components andvice-versa.

Software, in accordance with the present disclosure, such as programcode and/or data, may be stored on one or more computer readablemediums. It is also contemplated that software identified herein may beimplemented using one or more general purpose or specific purposecomputers and/or computer systems, networked and/or otherwise. Whereapplicable, the ordering of various steps described herein may bechanged, combined into composite steps, and/or separated into sub-stepsto provide features described herein.

What is claimed is:
 1. A control method for a vehicle having an electricdrive axle configured to supplement a primary source of motive torque,the method comprising: through a primary drivetrain, supplying motivetorque generated using a fuel-fed engine; retrieving, by an electricdrive controller of the electric drive axle, and based on a signature ofthe fuel-fed engine, a first set of brake-specific fuel consumption(BSFC) type data and a second set of BSFC type data that differs fromthe first set of BSFC type data from a network-connected serviceplatform via a radio frequency data communication interface; duringover-the-road travel, supplying supplemental torque using the electricdrive axle, wherein the electric drive controller applies an equivalentconsumption minimization strategy (ECMS) using the first set of BSFCtype data to characterize efficiency of the fuel-fed engine with whichthe electric drive axle is paired in a through-the-road (TTR) hybridconfiguration; and adapting the application of the ECMS based on thesecond set of BSFC type data and thereafter continuing to supplysupplemental torque during over-the-road travel using the electric driveaxle under control of the electric drive controller with the adaptedECMS applied.
 2. The control method of claim 1, wherein the electricdrive controller is not directly responsive to controls of the fuel-fedengine and primary drivetrain, but instead controls motive torquesupplied by the electric drive axle using the first and second sets ofBSFC type data to characterize efficiency of the fuel-fed engine withwhich the electric drive axle is paired in the through-the-road (TTR)hybrid configuration.
 3. The control method of claim 1, wherein thevehicle includes a tractor unit having the fuel-fed engine, the primarydrivetrain, the electric drive axle and the electric drive controllertherefor.
 4. The control method of claim 3, wherein the vehicle furtherincludes a trailer portion having an additional electric drive axlecoupled to the electric drive controller via a controller area networkinterface.
 5. The control method of claim 1, wherein the vehicleincludes a tractor unit having the fuel-fed engine and the primarydrivetrain, and wherein the vehicle further includes a trailer portionhaving the electric drive axle and the electric drive controllertherefor.
 6. The control method of claim 1, wherein the first and secondsets of BSFC type data each include one or more of: a machine readableencoding of multi-dimensional data characterizing efficiency of acorresponding fuel-fed engine as a function of at least engine torquerelated measure and an engine speed related measure; a machine readableencoding of BSFC curves or surfaces; and a machine readable encoding ofdata derivative of either or both of the foregoing.
 7. The controlmethod of claim 1, wherein the first and second sets of BSFC type dataeach map at least fuel-fed engine operating points to fuel consumption.8. The control method of claim 1, wherein the first and second sets ofBSFC type data each map fuel-fed engine and primary drivetrain operatingpoints to fuel consumption.
 9. The control method of claim 1, whereinthe first set of BSFC type data includes a data set generic to a firstrange of fuel-fed engines configurations that includes the firstfuel-fed engine.
 10. The control method of claim 9, wherein the secondset of BSFC type data is particular to the first fuel-fed engine. 11.The control method of claim 9, wherein the second set of BSFC type datafor a second range of fuel-fed engines configurations, the second rangenarrower than the first range.
 12. The control method of claim 9,further comprising: computing the second set of BSFC type dataon-vehicle based parameters retrieved via an on-vehicle controller areanetwork interface during over-the-road operation of the vehicle.
 13. Thecontrol method of claim 12, wherein the controller area networkinterface includes a J1939 interface by which the electric drivecontroller is coupled to an engine control module of the fuel-fedengine.
 14. The control method of claim 12, wherein the parametersretrieved during over-the-road operation include one or more of load,fuel usage and engine rpm, and wherein the computing refines, based onactual observations of the retrieved parameters, a BSFC type data set toconverge upon the second set of BSFC type data.
 15. The control methodof claim 9, wherein the retrieving the second set of BSFC type datafurther comprises: retrieving the second set of BSFC type data from anoff-vehicle information store.
 16. The control method of claim 1,wherein the vehicle includes a trailer portion having the electric driveaxle and wherein the trailer portion is initially coupled to a firsttractor unit that provides the fuel-fed engine and the primarydrivetrain, the method further comprising: prior to the adapting of theECMS, and after decoupling from the first tractor unit, coupling to asecond tractor unit that provides a second fuel-fed engine differentfrom the fuel-fed engine, and wherein the retrieving the second set ofBSFC type data further comprises: retrieving the second set of BSFC typedata from an off-vehicle information store.
 17. The control method ofclaim 1, wherein the first and second sets of BSFC type data bothcharacterize efficiency of the fuel-fed engine.
 18. The control methodof claim 1, wherein the first, the second and successive further sets ofBSFC type data each characterize efficiency of particular fuel-fedengines or particular thereof with which the electric drive axle ispaired in successive through-the-road (TTR) hybrid configurations. 19.The control method of claim 1, further comprising: retrieving, via aradio frequency data communication interface, at least the second set ofBSFC type data from an off-vehicle, network-connected service platforman information store that hosts an information store of BSFC type datafor particular fuel-fed engines or classes thereof.
 20. The controlmethod of claim 19, wherein the retrieving is based on a signatureindicative of a particular fuel-fed engine or class thereof with whichthe electric drive axle is paired in a particular through-the-road (TTR)hybrid configuration.
 21. A system comprising: a vehicle having anelectric drive axle configured to supplement, in a through-the-road(TTR) hybrid configuration, motive torque provided by a fuel-fed enginethrough a primary drivetrain; and an electric drive controller for theelectric drive axle configured to: retrieve, based on a signature of thefuel-fed engine, a first set of brake-specific fuel consumption (BSFC)type data and a second set of BSFC type data that differs from the firstset of BSFC type data from a network-connected service platform via aradio frequency data communication interface, and apply an equivalentconsumption minimization strategy (ECMS) using the first set ofbrake-specific fuel consumption (BSFC) type data to characterizeefficiency of the fuel-fed engine and to adapt the application of theECMS based on the second set of BSFC type data and thereafter continueto supply supplemental torque during over-the-road travel using theelectric drive axle under control of the electric drive controller withthe adapted ECMS applied.
 22. The system of claim 21, wherein theelectric drive controller is not directly responsive to controls of thefuel-fed engine and primary drivetrain, but instead controls motivetorque supplied by the electric drive axle using the first and adaptedsets of BSFC type data to characterize efficiency of the fuel-fed enginewith which the electric drive axle is paired in the through-the-road(TTR) hybrid configuration.
 23. The system of claim 21, wherein thevehicle includes a tractor unit having the fuel-fed engine, the primarydrivetrain, the electric drive axle and the electric drive controllertherefor.
 24. The system of claim 23, further comprising: a trailerportion mechanically coupled to the tractor unit.
 25. The system ofclaim 24, further comprising: the trailer portion having an additionalelectric drive axle coupled to the electric drive controller.
 26. Thesystem of claim 21, wherein the vehicle includes a tractor unit havingthe fuel-fed engine and the primary drivetrain, and wherein the vehiclefurther includes a trailer portion having the electric drive axle andthe electric drive controller therefor.
 27. The system of claim 21,wherein the retrieval of either or both of the first and second sets ofBSFC type data is responsive to a command received over the radiofrequency data communication interface.
 28. The system of claim 21,wherein, for at least some fuel-fed engine signatures recognized aftercoupling to a controller area network interface, the retrieval of BSFCtype data is from a portion of an information store hosted locally onthe vehicle.
 29. The system of claim 28, wherein the locally hostedportion of the information store is updated with BSFC type dataretrieved via the network-connected service platform periodically,on-demand, or in response to a command received over the radio frequencydata communication interface.